Carbureter



L. H. OBERREiCH.

CARBURETER. APPLICATION FILED OCT. 4. 191a.

Patented 31111.27, 1920.

INVENTO/i LOUIEH.OBERREICH,

BY 7? A ATTORNE .5

t is; terrier.

LGETIE OZBERREIGH, 01 INDIANA'POLIS, INDIANA CARBURETER.

Specification of Letters Patent.

Patented J an. 27, 1920.

Application filed October 4, 1916. Serial No. 123,790.

To all whom it may concern:

Be it known that l, LOUIE H. OBnRRnroH, a citizen of the United States, residing at Indianapolis, in the county of Marion and State of Indiana, have invented a new and useful Garbureter, of which the following is a specification.

It is the object of my invention to produce a more eilicient carbureting action for obtaining an explosive mixture for internal combustion engines, to produce a more intimate mixture of the fuel and air and a finer division. of the fuel, to vaporize the fuel by the action of heat, to crack theiuel so as to obtain permanent gases, to obtain the heating action. on the fuel immediately upon the starting of the engine, toproduce practical self-regulation; and to provide a carbureting arrangement which will do this with lower grades of fuel such as kerosene and crude oil.

In carrying out my invention, Luse a small. portion. of the exhaust gases, under the exhaust pressure, to atomize and at the same time heat the fuel, and discharge this mixture of atomized and heated fuel with the small quantity of exhaust gases into the intake passage to produce the explosive mixture. The slight admixture of burned gases from the exhaust does not vitiate the explosive mixture materially, and is much more than offset by the heat and atomizing" action thereof. i may also atomize water with the fuel, when the quality of the fuel makes that desirable, though some moisture is provided by the exhaust gases used for atornizing, by reason of the production oi. water in the engine explosions.

The single figure of the accompanying drawing illustrates my invention somewhat diagrammatically.

The engine 10 is an internal combustion engine of any type, shown as a multi-cylinder engine having an intake manifold. ll'and an exhaust manifold 12 suitably connected "to the several engine cylinders. The air supplyfor the intake manifold is supplied through the mixing tube 13, which in turn conveniently receives its supply from an air-heating jacket i l surrounding the eX- haust manifold .12, as is now common prac tice.

In addition to its main outlet through the -'=niu1iler, the exhaust manifold has a lateral outlet 15, of sufiicient size to prevent clog- -will not support combustion ging, which lateral outlet leads to a contracted atomizer orifice 16 dischargin into an atomizing chamber 17 across a fue supply nozzle 18 which is supplied with fuel from a float chamber 19 into which fuel is supplied to maintain a constant level in any usual manner, and the atomizin chamber is connected by a pipe 20 to a nozz e 21 located within the mixing tube 13, conveniently within a Venturi tube 22 within such mixing-tube.

By this construction, part of the exhaust gases from the exhaust manifold 12 is diverted through the lateral outlet opening 15 and discharged with considerable velocity through the atomizer orifice 16, so as to atomize fuel from the fuel nozzle 18 into the chamber 17. This produces not only a very fine atomization of the fuel, but by reason of the heat of the exhaust effective vaporization o the fuel, even though it is of low grade. The heat also produces some cracking of the fuel into permanent gases. This heating action. takes place instantaneously after the first explosion, without waiting for the entire engine to become heated. This heating effect is augmented after a short time, by reason of, the heating of the walls of the atomizer chamber 17, and the striking of the atomized fuel against such walls opposite the atomizer orifice 16. Although the exhaust gases are gases produces an very hot, there is no combustion in the atom-.

izer chamber 17, because of the inert charactor of such exhaust gases, whereby they of the fuel. This mixture of hot inert gases and vapor-- charged from the nozzle 21 into the stream of air-passin upward through the mixing tube 13 and iihe Venturi tube 22 to the intake manifold 11, and mixes with such air to produce an exceedingly efiioient explosive mixture, because of the advantages obtained by discharging the fuel into the air in the condition mentioned. The slight admixture of the inert burned'gases to this explosive mixture produces practically no in urious effect on its explosive qualities, and any small effect there may be is more than offset by the benefits derived from the action of such exhaust gases in atomizing, vaporizing, and cracking the fuel.

D .In using low grade fuels, it but been 'izcd and atomized and somewhat cracked luel is carried through the pipe 20 and (115-.

found desirable to provide some moisture in the explosive mixture. In some cases sulficient moisture is provided by the burned gases, which contain a small percentage of moisture on account of the water which is formed by the explosion. If this water is not enough, additional water may be supplied from a water nozzle placed beside the fuel nozzle 18 and supplied with water from. a float chamber 26 in which a constant water level is nmintained in any suitable manner. The water from the nozzle 25 is atomized and vaporized along with the fuel from the fuel nozzle 18.

In order to prevent the possibility of actual flames from the exhaust manifold entering the atomizer chamber 17 and striking the fuel therein, I preferably provide in the passageway from the lateral opening 15 to the atomizer orifice 16 a chamber 30, in which the exhaust gases are cooled some- What and any fiame is allowed to dissipate itself. This chamber 30 has a baffle plate 31 near its outlet end, to prevent any flames from passing directly through the chamber from the atomizer orifice 16.

Inasmuch as the cracking of the fuel in the atomizer chamber 17 produces permanent gases, I may provide a storage chamber in the pipe 20 for retaining such permanent gases (though mixed with some of the inert burned when the engine is stopped, so that such permanent gases may constitute the first discharge from the nozzle 21 when the engine is next started. This facilitates starting. If. desired, shut-off valves 36 and 37 may be provided in the pipe 20.011 the two sides of the storage chamber for isolating. such chamber to prevent the escape of such permanent gases while the engine is at rest.

Also in order to facilitate starting, a choker valve 40 may be provided in the supply pipe leading to the mixture tube 13, for cutting down or shutting off the supply of air. By reason of this, the explosive mixture supplied. to the manifold 11 is enriched, not

only by the reduction in the amount of air,

but by the fact that if the explosive mixture goes throughthe engine without exploding, as frequently happens at starting, a certain part of this explosive mixture will be carried through the lateraloutlet 15 and atom-- izer orifice 16 to atomize more fuel and carry it through the pipe 20 and nozzle 21 into the explosive mixture again, so that there is a cycle through which part of the explosive mixture travels with constant enrichment until explosion occurs The speed of the engine is controlled by a throttle valve 41, in the usual manner, this tlrrottlebeing shown as located above the nozzle 21 and Venturi tube 22 in the mixture tube 13. The manipulation of the throttle 41, however, affectsbut very slightly, if at all, the character of the explosive mixture, for as the speed of the engine increases the back pressure in the exhaust manifold 12 also lncreases and a greater amount of the burned ases passes through valves referred to may be operated in any convenient manner, as bv push rods leading to the dash board, in the ordinary way. Suitable valves, 43 and 44 may also be provided for regulating the flow from the fuel and water nozzles 18 and 25.

When low grade fuel is used, it .is sometimes desirable to provide a priming tank 45 of higher grade fuel, which can be-carried from such tank through a pipe 46 into the supply passage at .any suitable point, such as into the atomizing chamber 17, for further facilitating starting.

If desired, the lateral opening 15 may have some suitable deflector arrangement such as a baflle plate 50 to make sure that part of the exhaust "gases pass from the exhaust manifold through such lateral open-- ing; though ordinarily the back pressure from the muffler is sufficient to accomplish this result,

I claim as my invention:

1. In combination, an internal combustion engine having main intake and exhaust passages, a branch connection from the exhaust passage to the intake passage for carrying part of the exhaust gases from the exhaust passage to the intake passage, and a fuel nozzle across which the exhaust gases traveling such branch connection are discharged to atomize the fuel, said branch connection being provided with an enlargement in which said fuelnozzle is located to provide an atomizer chamber, and with a second enlargement between said first enlargement and the exhaust passage for dissipating any flames in the exhaust gases before such flames reach said first enlargement.

2. In combination, an internal combus-. tion' engine having main intake and exhaust passages, a branch connection from the exhaust passage to the intake passage for car-' rying part of the exhaust gases from the exhaust passage to the intake passage, and a fuel nozzle across which the exhaust gases traveling such branch connection are discharged to atomize the fuel, said branch connection beingprovided with an enlargement in which said fuel nozzle is located to provide an atomizer chamber, and with a second enlargement between said first enlargement andthe exhaust passage for dissipating any flames inthe exhaust gases before such flames In combination, an internal coinbu's on eng ne having intake and exhaust pas-.

sages, a branch connection from the exhaust- "passage to the'inta-ke passage for carrying pa'ssage tothe intake passage,1an'd fuel and water-nozzles across which the exhaust. gases traveling such branch connection are d1schargec l'to atou'u'ze the fuel'and water.

V 45, In QOlllblIltltlOIl an internal combustlOIl engine having intake and exhaust pas- 2O part ojf the'exhaust gases from the exhaust passage to tlie "intake passage, ,a fuel nozzle across which the exhaust gases' traveling such br'aiicli connection are; discharged to atomize thefuel', and a valve in the intake passa'lge. on the intake side of-where such branch connection dischargesth'ereinto.

5-. In con'ibination, an internal con1bus- Jti'on engine having intakeiand exhaust passages, a branch connection from theexhaust passage to'tl e' intake Passage for carryingpartet the'exh'aust' gases from the exhaust passage to the intake passage; a' fuel nozzle part ofitheexh-aust gases from the exhaust .sages,-a branch connection from the exhaust j passage'to the ntake passage for carrying" across'which the exhaust gases traveling rying part of the exhaust gases from theeie haust passage to the intake passage, and a fuel nozzle across which the'exhaust gases traveling such branch connection are dis- 46 charged to atomize the fuel,said branch connection being provided with an enlargement between said nozzle and the exhaust passage for dissipating any flames in the external passagebefore such flames reach the 50 nozzle. L

' 7. The method of carrbureting air to pro duce an explosive, mixture for an internal cmn'bustion engi-nq which consists in diverting a portion of the exhaust "gases from such engme and using it to atomize fuel and Water intothe air supplied to the intake of a the engine;

' 'In testimony whereof l have hereunto set my hand atIndianapolis, Indianathis sec- 5 0nd day of October; A. D. one thousand nine; hundred andvsixteen; i

LOUIE H. oBERRE-ion 

